Craft adapted to travel in a resisting medium.



c. M. STANLEY. amm ADAPTBD To TRAVEL 1N A nnsxsmm MEDIUM.

AIPZPLIOA'I'IOH FILED JULY 24, 1908. Patented Nov. 9, 1909.

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1W Y .Nv umN C. M. STANLEY. cAFT ADAPTBD To TRAVEL 1N A BEsIsTING MEDIUM. v APPLIUATIUN 4FILED JULY 24, 1908.

l9395344,I Patented Nov. 9, 1909.

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nee y zven far y. am iafze UMTED ,STATES i`1 ATENT OFFICE.

CHARLES M. STANLEY, or` HAMILTON, omo.'

CRAFT ADAPTED T0 TRAVEL 4IN A RESISTING MEDIUM.

Specication of Letters Patent.

a citizen of .the United States, residing at Hamilton, in the county of Butler and State of Ohio, have invented new and useful Improvements in Crafts Adapted to Travel in a Resistin Medium, of'which the following is a specication. y

My invention relates to new and useful improvements in craft adapted to travel upon or in a resisting medium, and particularly to .that type of craft known as sub- 4 marine boats.'4 Heretofore in such craft, it

has been necessary to take on weight to assist in sinking which is a slow process, and throw olf weight to assist in risin resulting in great danger of remaining .su merged in case of accident; but my invention avoids this slow, expensive and cumbersome practice. To that end I provide propelling and guiding members capable of directing the craft so equipped in any direction without resort to other agencies. The propelling means which consists of a plurality of screw propellers, each capable of 180 adjustment within the vertical plane of its axis, may be synchronized and when properly so united in action, the craft will maintain afhorizontal position while being made to rise and sink and may be guided by these propellers either vertically up or down or obliquely in the vertical plane of the crafts longitudinal axis. The separate guiding members which may be dispensed with altogether, may be synchronized as to each other and with the propelling means; and when all propellers and guidlng members so co-act, great accuracy and rapidity of change of position equipped with my invention would not be encumbered with a bulky compartment to receive the water ordinarily used to assist in sinking, nor the water ej ecting machinery, and being a lighter, ltrimmer and more readily manipulated craft may be both more effectively and more safely handled. If while submerged the boat should leak and partly lill with water, the propellers are still capable of raising itto the surface and holding it there.

I do not expect to limitthe use of my invention to submarine boa'ts, but expect to alpply it t0 other craft, as'I for example airs 1ps.

. In the particular embodiment of my invention selected for illustration Figure l is a top plan view of a submarine boat equipped with my invention. Fig. 2 is a side elevation of the saine. Fig. 3 a detail, is a top plan view of the starting, reversing and stopping mechanism for the driving and Y regulating shafts of the propellers; and Fig.

4 a detail, is .alongitudinal section taken along the line w, m in Fig. l, showing the worm gear, a bevel gear and its shaft, cantalivers protruding from the rear of the boat, and a yoke in which the propeller swings.

Referring to the drawings, A is the body of the boat, vthe mid portion of which is cylindrical in shape, while the ends are in the form of cones. At the top of the boat an'd near the center of its length is a rounded dome a1, provided with windows a2 from which the operator has a view of his surroundings in any direction and is thus enabled to steer and operate the boat with precision. At the bottom of the boat is a Patented Nov. 9, 1909. Applieationled .Tuly 24, 1908. Serial No. 445,249. i'

keel a3 forming a ballast for the craft. Near one end ofthe keel is a rudder a4 used in guiding the boat laterally. This rudder may be connected with any of the common types of steering apparatus.

Two shafts B and C 4continuous throughout the length of the boat, pierce the boat longitudinally. Shaft B is the driving shaft and pierces the end of the boat at the apex of vthe cones, and 'passes through stufling 4boxes b, b. Shaft C is the re lating shaft; regulates theangle the axis o l the propellers make with the axis of the driving shaft and pierces the boat and passes through stulling boxes c, c located on the sides of the conical ends. .Both of these shafts are connected to at their ends by shaft F. Shaft F also l pierces both sides of the yoke E, which affords journals e1 for the shaft H of the propeller h. Rigidly attached to yoke E is gear e2, loosely pierced at its center by shaft F. The yoke and gear are free to oscillate about shaft F. y

The driving shaft B carries at each of its ends bevel gears b1, which mesh with the bevel gear f, loose on shaft F. Bevel gear f in turn meshes with bevel gear ea rotatively attached to the'shaft Hof the ropeller h. It is obvious that power would e transmitted to the propeller h in any position relative to the driving shaft as long as gears b1, f and e3 mashed properl Shaft C carries at each of its en s worms c2 and 02 and near its mid portion worms c4 and' c?. Near the worms c2' and c1 are journals c3 and c3 rigidly attached to two of the cantaliver bars a and affording jour-v nals for shaftx C. Worms c2 andv c2 mesh with gears e2 and e2 while worms c4 and .c1

-mesh with gears d3 and da indicated Aby dotted circles.

The worm gears d? and d3 are rotatively attached to shafts D and D1, which pierce the boat transversel These shafts D and ends vhydroplanes Z2/d2, d2, and d2, used to aid in guiding the boat, particularly when traveling vertlcally, or at any angle to the z horizontal. It is obvious that the pitch of tor M and carries at its end a bevel Athe worms and sizes of the gears can be so calculated that any variance of the angle between the axis of the propellers and the horizontal will be equal to the variance of the angle between the hydroplanes and the horiyzontal and that the movement to so vary will be synchronous. v

The Propellers at each end of the boat are so constructed that they exertr their forces on the boat in the same direction.l One propeller exerts a push on .the boat, while the other exerts a pull. The puvsh and pull are interchangeable, and whether a propeller is pushing or pulling depends upon the direction in which the driving shaft B is rotating. 1

Fig. 3 disclose the mechanisms designed to control the shafts E and C. The-shaft mV is the shaft leading from the power genera- ,by causing one of the male members b or b to thrown into contact with its'female member. Both clutches could not be in contact at the same time, and it is evident that each clutch transmits motion to the shaft D in a,v direction o posite that of the other. In this manner, the direction of the rotation of the Propellers can be reversed and hence also the direction of the travel of the boat.

Just beyond the outer ends ofthe male in stuliing boxes d1.Y 1 carry at thelr outer c* and c1.

@saam members b? and blmare suitable journals b2 and 68, to journal the shaft B, and just beyond journal bs is a bevel gear b1 rotatively attached to shaft B, and meshing with a bevel gear p1. Gear 1 is rotatively attached to a shaft. P'journaled in 'a suitable journal pa and carrying. another bevel gear p1.

Bevel gear p2 meshes with bevel gears cs Hand c6 normally loose on the regulating shaft C and'carrying female friction clutch members. Male members c1 and cs of a vfrictlon clutch are rotatively attached to shaft C B for starting, reversing and stopping and 'I performs a similar function in respect to shaft C. v

The operation of the craft is as follows Suppose the boat to be on the surface of the water and the operator is desirous of sinking beneath the surface,the power rgenerator operating, he would causev shaft B to rotate by means of lever R throwing in one of the clutches on shaft B, then by means of lever K throwing in one of the clutches on shaft C and causing that shaft to rotate and transmit its rotation to the worms 02 and c2, and The worms o* and c* would cause the gears d to rotate which would rotate shafts D and D1 and their hydroplanes. Worms c2 and o2 would cause gears e2 and e2 to rotate, which in turn would cause the yokes E to rotate on the shafts F and carry Atheir propellers with them. When the propellers were in a vertical position, one turned upward and the other downward, the hydroplanes would also be vertical. At this point shaft yC -should be stop ed from rotating, which could be accomp ished by throwing out the contacting clutch b y means of lever K. One of these propellers would exert a pull downward on lone end of the boat while the other would exert a corresponding push downward on the other end. These two parallel-and equal forces would cause the boat to sink and kee 'its horizontal position at all times. fter the boat had reached a suitable submergence, the shaft C can be rotated in an op osite direction to the direction of the rotation in the first case and the propellers rotated through an an le of the boat 180 whenv the boat could made to rise vertically to the surfa'ce. Or i 4the direction of the rotation of the drivin force of buoyancy -of the boat and the hori- 'are setat the just described angle, and the boat is navigating in -a horizontaldirection, the rudder a* isemployed to do the steering from side to side. However, it must also be remembered that when the boatis traveling in a horizontal direction under the surface, and the propellers are at an angle to the horizontal, the hydroplanes should also be set at an angle to -the horizontal 4and aid in keeping the boat under water.

The hydroplanes are used in guiding the boat upward and downward, and also aid in holding'it under water, while the rudder guides the boat'when traveling in a horizontal direction. It is obvious thatby the aid-of mechanical skill, mechanism controlling the operation of thepropellers, and the hydroplanes could be changed and they could operate independently lnstead of synchronously. While this is not desirable in submarine practice, it might be advantageous tocrafts-operating in other media.

. The boat normally seeks ythe surface, and when its mechanism is not exerting any force on it .to send it in adownward direc'- tion or hold lit down, it rises to the surface, but only a small part of it extends above the surface.

WhatI claim as my invention, and desire to secure by Letters Patent of the United States, is

1. A submarine boat having in 'combinational body or hull, driving shaft terminals extending through the ends 'of the body in a common longitudinal axis thereof, screw propellers connected with each of-'fsaid terminals in constant driving. relation, and adjustable' while maintaining such connection to opposite vertical and any intermediate radial positions of a semi-'circle in the vertii cal plane of the propeller axis. l

2. In a sub-marine boat, the combination of a body, screw Propellers at the ends of v radi 4said body and in the longitudinal central plane thereof, said propellers being mounted u on horizontal axesarranged at right ang es to their axes of rotation, means for operating the propellers, and unitary means for adjusting the angle of the propellers relatively to said body.

3, In a submarine boat, the combination of a propeller at each end of the boat, whose shaft isjournaled in a yoke pivoted to a fixed portion of the boat, said yoke, a shaft and trains of gears Vto suppl power to said propellers, a worm gear fixe to each of said yokes, a worm meshing with each ofsaid worm gears and fixed to an adjusting shaft, said adjusting shaft, and means for rotating the adjusting shaft.

4; In a submarine boat the combination of a body; driving shaft terminals extending fore and aft through the body in a4 com- :mon longitudinal axis thereof; yokes pivoted transversely to the axis of said termi-j nals in a horizontal plane;'means applied to said ivots to adjust said yokes to varying al) relations with said terminals and screw ypropellers journaled fore and aft in said yokes in constant driving connection with said shaft terminals in any adjusted position of the yokes.

5. In a submarine boat in combination fwith'fore `and aft screw propellers adjustable in their vertical axiall planes, a pair of horizontal guides at opposite sides near the bow of the craft and a similar pair near the stern-said guides being adjustable to various angles upon their horizontal axes, and with connecting mechanism -whereby said theadjustment of the propellers.

In testimony whereof I have hereunto s et my hand in presence of two subscribing wit- 'guides may be operated in synchronism with 

